Internal-combustion engine.



C. A. JUENGST.

INTERNAL coMBusnoN ENGINE.

APPLICATION FILED MAR. I3. 1915.

Patented Nov. 13, 1917.

2 SHEETS-SHEET I.

6 s 9 a H n J z 6 ...-.I.|.I|I|||||I.`-. 117/ F. III .I .L i. u ll |ll.. a H .T I, :I I .I IJ L f lII f l I 1 IIIIIVL. A. ab l 7 L 6 5 W C. A. JUENGST.

INTERNAL comsusnoN ENGINE.

V APPLIC 1,246,276. m0" LED MAR la m PantedN0v.13,1917.

2 SHEETS-SHEET 2.

l mii... 1/ n CHARLES A. JUENGST, OF CROTON FALLS, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Nov. 13, 1917.

Application filed March 13, 1915. Serial N o. 14.064.

T 0 all whom t may Concern.'

Be it known that I, CHARLES A. JUnNGs'r, a citizen of the United States, and a4 resident of Croton Falls, in the county of Vestchester and State of New York, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

The present invention relates generally to combustion engines and has more particularly reference to two-cycle engines.

In a companion application Serial No. 14,062, filed March 13, 1915, I have disclosed and claimed a two-cycle engine in which there is provided means for introducing fuel substantially at the end of the power stroke of the piston into one end of the combustion chamber at a point adjacent to the ignition means under sufficient compression and in a constantly widening stream from its point of admission, which stream by its expansion displaces the products of combustion en masse and insures its own localization adjacent to the ignition means on the compression stroke of the piston.

The present invention is an improvement on the invention disclosed in said companion application and has for its main object the provision of means for compressing the charge at a point outside the crank case so as not to mingle the oil splash with the incoming fuel, and has as a further object the organization of an engine composing a plurality of units having interrelated fuel controlling means properly cordinated to admit fuel to the several units in properly timed relation.

Other objects of the invention Will appear as the specification proceeds.

In accordance with the above one-feature of the invention resides in a construction embodying a cylinder and a piston forming a combustion chamber and a compression chamber independent of the crank case, together with valveless means for feeding fuel to the compression chamber, and valveless means for feeding fuel from the compression chamber to the combustion chamber, both of said means being controlled by the reciprocation of the piston.

Another feature of the invention resides in a structure comprising two units, each unit consisting of a cylinder and a piston forming aA combustion chamber and a compression chamber independent of the crank case, said piston acting in each unit to compress the charge both in the compression chamber and in the combustion chamber on its compression stroke, together with a distributing manifold or the like between which and the combustion chamber of one unit communication is established substantially at the end of the power stroke of that unit and between which and the compression chamber of thev otherunit communication is established substantially at the end of the compression stroke of said other unit, the cranks of the two units being offset 180o to effect this operation.

In the particular form here disclosed each unit preferably is provided with a fuel inlet extending through the cylinder but which is normally cut off by the piston, together with a bypass in the piston which establishes at suitable intervals communication between thesaid fuel inlet and the compression chamber. Said piston is preferably provided with a hollow portion which establishes communication with the combustion chamberat suitable intervals and there is provided a conduit in said piston normally open to the compression chamber but normally cut off from the hollow portion of the piston, and suitable means such as a bypass in the cylinder is utilized to establish communication between the conduit and the hollow portion of the piston substantially at the end of the compression stroke. The hollow portions of the pistons are normally f open to the distributing manifold. The compression chamber is preferably formed by an enlarged portion of the cylinder and of the piston.

In the accompanying drawings the invention is disclosed in a concrete and preferred form but changes of construction may be made without departing'from the legitimate and intended scope of the invention as expressed in the appended claims.

In the drawings:

Figure 1 is a vertical sectional view of one of the units of a two-cycle engine embodying the invention, the piston being shown at the end of the compression stroke.

Fig. 2 is a view similar to Fig. 1 with the piston shown at the end of the power stroke.

Fig. 3 is a vertical sectional View taken substantially at right angles to the section in Figs. 1 and 2, with the piston at the end of the power stroke.

Fig. 4 is a horizontal sectional v1ew on the line 4 4- of Fig. l.

Fig. 5 is a horizontal sectional view on the line 5-5 of Fig. 1.

Fig. 6 is a horizontal sectional view on the line 6 6 of Fig. 1.

Fig. 7 is a Vertical sectional view through two units and the means for coupling them together.

Similar characters of reference indicate corresponding parts in the several views.

1 indicates acylinder having a maln portion 2 and a supplemental hollow extension 3 of smaller diameter than the main portion, the two being connected by a tapered portion 4. At the opposite end from this tapered portion there is an enlarged portion 5 in the cylinder which is produced by omitting the Water jacket -6 at that polnt. The supplemental hollow extension 3 4communicates at its upper'end with what may be conveniently called a distributing manifold 7. 8 is the piston provided with a main portion 9, an enlarged portion 10 at the lower end, and a hollow plunger 11 at its upper end; this hollow plunger tting into the supplemental extension 3. 12 is a fuel inlet extending through the cylinder but normally cut olf by the piston. 13 is a bypass in the piston which establishes communication between the fuel inlet and the compression chamber 14 formed by the enlarged portions 5 and 10 of the cylinder and piston. 15 indicates a conduit in the piston which is normally in communication with the compression chamber 14 and which at the end of the compression stroke of the piston is caused to communicate with the hollow plunger 11 by means of the bypass 16 in the cylinder wall. 17 indicate ports in the hollow plunger which communicate with the combustion chamber substantially at the end of the power stroke of the piston. 18, are ports in the `cylinder which communicate with an annular chamber 19 leading to the exhaust port 20, whereby communication is established between the combustion chamber and the exhaust port upon the end of the power stroke. 21 indicates fire-screens placed in the hollow plunger on both sides of the ports 17.

In Fig. 7 two units are shown connected together by means of the distributing manifold 7 with which the supplemental extensions 3 of both units are in constant communication. It will be observed that the cranks 22 of these units are set 180 apart.

Substantially at the end of the power stroke of the piston fuel iows from the fuel inlet 12 through the bypass 13 into the compression chamber 14. At this time also the spent gases are being exhausted through the ports 18 and exhaust port 20. Likewise a fresh charge is being drawn from the distributing manifold 7 through the hollow extension 3, hollow plunger 11 and ports 17 into the combustion chamber. Upon the compression stroke of the piston the charge both in the compression chamber 14 and in the combustion chamber are being compressed. The charge in the compression chamber will during this period ilow freely into the conduit 9 and when the piston has reached substantially the end of its compression stroke the bypass 16 in the cylinder wall will establish communication between said conduit 9 and the hollow plunger 11 thereby permitting lthe charge to pass through said plunger 11 and hollow extension 3 into the distributing manifold 7. The charge in the combustion chamber having now been properly compressed, the ignition takes place by means of the spark plug 24. It will be noted that the two units are so arranged with relation to each other and their parts are so timed that when one unit is at the end of the compression stroke the other unit is at the end of the power stroke so that when fuel is admitted into the combustion chamber of one unit fuel is being discharged from 4the compression chamber of the other unit into the distributing manifold 7. It will also be noted that Yby this arrangement the crank case compression is entirely eliminated and that the structure as a whole is valveless, the fuel being entirely controlled by the reciprocation of the piston.

What is claimed, is

1. A two-cycle engine comprising: a plurality of cylinders connected by a manifold, a piston separating each cylinder into a compression and a combustion chamber independent of the crank case, a conduit in said piston arranged to extend through the combustion chamber, and means for feeding fuel from the compression chamber of one cylinder at the end of the compression stroke through the conduit in said piston tothe combustion chamber of another cylinder at the end of the power stroke therein.

2. A two-cycle engine comprising: a pair of cylinders connected by a manifold, a compression chamber in each cylinder, means for supplying fuel to said compression chamber, a combustion chamber in each cylinder, and a hollow piston in each cylinder the interior of which is in constant communication with said manifold and arranged to be placed in communication with the compression chamber at the end of the compression stroke or the combustion chamber at the end of the powerstroke, the power stroke in one cylinder' occurring simultaneously with the compression stroke in the other.

3. A two-cycle engine comprising: a cylinder and a piston forming a combustion chamber and a compression chamber independent of the crank case, said piston having a hollow portion, said hollow portion communicating with the combustion chamber at suitable intervals, a fuel inlet extending through the cylinder and normallyvcut off by the piston, a bypass in the piston for establishing communication between the fuel inlet and the compression chamber at suitable intervals, a conduit through'the piston normally open to the-compression chamber, and means for establishing communication between the said conduit and the hollow portion of the piston at suitable intervals.

4. A two-cycle engine comprising: a pair of cylinders, a piston separating each cylinder into a compression and a combustion chamber, an extension on each cylinder, a manifold connecting said cylinder extensions, a hollow extension on each piston operating in a cylinder extension, and a conduit in each piston, said manifold and piston extension acting to connect the compression chamber of either cylinder at the end of the compression stroke therein through said conduit to the combustion chamber of the other cylinder at the end of the power stroke therein.

5. A two-cycle engine comprising: a pair of cylinders connected by a manifold, a piston in each cylinder, a compression chamber in each cylinder, means for supplying fuel to said compression chamber, a combustion chamber in each cylinder, a conduit in each piston arranged to extend through the combustion chamber, and means connecting the compression chamber of either cylinder through the conduit at the end of the compression stroke to supply fuel through the manifold to the combustion chamber of the other cylinder at the end of the power stroke therein.

6. An internal combustion engine c'omprising: a pair of cylinders, a piston separating each cylinder into a compression and a combustion chamber independent of the crank case, a conduit in each piston arranged to extend through the combustion chamber, means for supplying fuel to the compression chamber of one cylinder, means acting 'to connect the compression chamber of one cylinder at the end ofthe compression stroke therein through said conduit to the combustion chamber of the other cylinder at theend of the power stroke therein.

7. A two-cycle engine composed of a plurality of units each unit consi .ting of a cylinder and a piston forming a combustion chambery and a compression chamber independent of the crank case, said piston acting in each unit to compress the charge in the compression chamber and in the combustion chamber on its compression stroke, the elements of said unit being arranged to operate in alternation, a conduit in each piston extending through and adapted to communicate at. intervals 'with the combustion chamber and means for admitting the charge from the compression chamber of one unit through the conduit thereof into the conduit of the other unit, and from said conduit of said other unit into the combustion chamber of the same unit substantially at the end of the power stroke of .said other unit.

8. A two-cycle engine comprising: cylinders each having a. main portion and a supplemental extension, a distributing manifold in constant communication -with said eX- tensions, a piston in each cylinder having a main portion'and a hollow plunger in constant communication with said distributing manifold, a combustion chamber formed by said cylinder and piston, a compression chamber formed by said cylinder and piston, means for introducing fuel into the compression chamber controlled by the reciprocation of the piston, means for conducting fuel from the compression chamber into the hollow plunger, and means for admitting fuel from the distributing manifold through the supplemental extension and hollow plunger to the combustion chamber all controlled by the reciprocation of the piston.

9. A two-cycle engine comprising: cylinders each having a main portion and a supplemental extension, a distributing manifold in constant communication with said eX- tensions, a piston in each cylinder having a main portion and a hollow plunger in constant communication with said distributing manifold, a combustion chamber formed by said cylinder and piston, a compression chamber independent of the crank case formed by said cylinder and piston, means for introducing fuel into the compression chamber controlled by the reciprocation of the piston, means for conducting fuel from the compression chamber into the hollow plunger, and means for admitting fuel from the distributing manifold through the supplemental extension and hollow plunger to the combustion chamber all controlled by the reciprocation of the piston.

l0. A two-cycle engine comprising: cylinders each having a main portion and a supplemental extension, a distributing manifold in constant communication with the supplemental extensions, a piston in each cylinder having a main portion and a hollow plunger in constant communication with the distributing manifold through the supplemental extension, a combustion` chamber formed A.by said cylinder and piston, a compression chamber independent of the crank ease also formed by said cylinder and piston, a fuel inlet extending through said cylinder, a bypass in the piston for establishing communication between said fuel-inlet and cornpression chamber, a conduit in said piston normally in communication with the compression chamber, a bypass in the cylinder for establishing communication between the said conduit and the hollow plunger, and

means for admitting fuel to the combustion chamber from the distributing manifold all controlled by the reciprocation of the piston.

Signed at New York, in the county of New York and State of New York, this 15 11th day of March, A. D. 1915.

CHARLES A. JUENGST. Vitnesses:

AXEL V. BEEKEN, TERESA V. LYNCH. 

